Truck for railway-cars.



No. 760,184. P'ATENTED MAY 17, 1904.

A. K. MANSFIELD & S. M. PELTON.

TRUCK FOR RAILWAY CARS.

APPLICATION FILED mums, 1904. N0 MODEL. 2 SHEETS-SHEET 1.

...r.l N. n a:

Tr r Attorney e a e 6 5; J

G) g D i It If (11mm; MW

Inventors (pj W W rm: Remus PKTERS c0. PHOTO-l mm.v WASHXN u I PATBNTED MAY 17, 1904. A. K. MANSFIELD & S. M. FELTON.

, TRUCK FOR RAILWAY CARS. APPLICATION TILED JAN. 28, 1904.

N0 MODEL. 2 SHEETS-SHEET 2.

Witnesses: Inv ntors YL W. I Attorney UNITED STATES Patented May 17, 1904.

PATENT OFFICE.

ALBERT K. MANSFIELD, OF SALEM, OHIO, AND SAMUEL M. FELTON, OF CHICAGO, ILLINOIS.

TRUCK Foe RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 760,134, dated May- 17', 1904.

Application filed January 28, 1904. Serial No. 190,940. (No model.)

To aZZ whom it may concern:

Be it known that we,ALBERT K. MANSFIELD, residing in Salem,-Oolumbiana county, Ohio, (post-oflice address, No. 125 Lincoln avenue,

ing in Chicago, Cook county, Illinois, (postoilice address, Grand Central Station,Chicago, Illinois,) citizens of the United States, have invented certain new and useful Improvements IO in Trucks for Railway-Cars, of which the following is a specification. This invention pertaining to improvements in trucks for railway-cars, intended particu larly for freight-cars for carrying extra heavy 5 loads, will be readily understood from the following description, taken in connection with the accompanying drawings, in which -a Figure 1 isa side elevation of a truckembodying our improvement; Fig. 2, a plan of the same; Fig. 3, a Vertical transverse section of the same in the planes of lines A and B; Fig. .4, a side elevation illustrating a somewhatmodified construction; and Fig. 5, a vertical transverse section in the plane of line B, but 5 illustrating a somewhat-modified construction; In the drawings, ignoring Fig. 5 for the present, 1 indicates the wheel-bars in the form of substantial built-up steel yokes containing downwardly-openpedestal-notches for the 3 journal boxes and in some cases similar notches for equalizer-springs, these wheelbars coming exterior to the wheels; 2, transoms extending from one wheel-bar to the other and rigidly united to them and with them forming arigid truck-frame, these transorns being disposed substantially midway between the center and end axles of the truck; 3, subtransoms disposed parallel with each other and extending fore. and aftof the. truckframe between the transorns, one at each side of the longitudinal center line of the truck, these subtransoms being rigidly secured at their ends to the transoms; 4, the truck center plate rigidly secured to the subtransoms; 5, the seats for the truck side bearings (not shown) carried by the central upper portions of the wheel bars; 6, the journal-boxes for the end axles, the same sliding vertically in the pedestal-notches of the wheel-bars; 7, the jour Salem, Ohio,) and SAM EL M. FELToN, residnal-boxes for the center axle similarly mount- 5 ed in the wheel-bars; 8, the center axle; 9, the end axles, the three axles having the usual carwheels fast upon them; 10, the equalizer-bars, consisting, in the examples, of four pairs, two" pairs at each wheel-bar, the two equalizer barsof a given pair being. disposed one on each side of the wheel-bar, both the equalizerbars resting their inner ends on the journalbox of the central axle and resting their outer ends on the journal-box of the appropriate outer axle; 11, equalizer-bar springs seated in the downwardly-open notches in the wheelbars, there being one spring over the intermediate portion of each pair of equalizer-bars, the equalizor-bars being depressed at their intermediate portions,-.so as to make room for the springs and their fittings between the qUalizer-bars and the roofs of the notches provided for the springs in the wheel-bars; 12, the equalizer-spring, caps engaging the 7 tops of the equalizer-bar springs and having lugs straddling the wheel-bars at the roofs of the notches for the equalizer-bar springs; I3, the equalizer-bar-spring seats, the lower ends of the springs .11 resting on these seats and lugs projecting downwardly from the seats straddling the pair of equalizer-bars to which the springs respectively pertain; 14:, journalbox springs disposed over the journal-boxes of the end axles between the same and the roofs of the pedestal-notches in the wheelbars, and 15 notch tie-bars rigidly secured in the bases of the pedestal-notches and springnotches in the wheel-bars, whereby the equalizer-bar springs and the journal-boxes and 5 their springs become seated virtuallyin mortises in the wheel-bars.

The construction set Forth in Fig. 1 assumes that the several springs are of equal capacity, and an analysis of the drawings will show that 9 the construction results in a rigid six-wheeled truck perfectly equalized as to load-pressures upon the journals. If instead of the several springs being of equal capacity the capacity of the journal-box springs differs from that of the equalizer-bar springs, then the position of the equalizer-bar springs along the equalizer-bars will be varied accordingly in an obvious manner. It is to be observed that the construction permits of the application of inside brakes to all the wheels.

In Fig. 1, as well as in Fig. 4, the equalizerbar springs are shown as disposed innotches formed in the wheel-bars, the notch tie-bars reinforcing the wheel-bars at the notches. It is not essential that the wheel-bars be thus notched for the equalizer-bar springs, for, if preferred, each equalizer-bar spring may find a substitute in a pair of springs straddling the wheel-bar, as illustrated in Fig. 5, in which 16 indicates brackets rigidly secured upon the inner and outer faces of the wheel-bar; 17, a double spring-seat disposed below the lower edge of the wheel-bar and resting on both equalizers of the pair, and 18 a pair of equalizer-bar springs engaging between the brackets 16 and spring-seat 17, one on each side of the wheel-bar, these two springs cooperating in performing the duty performed by a single equalizer-bar spring in the examples previously considered. The individual springs composing the pair may obviously be of but half the capacity of a single spring per forming the duty of the pair and located at the same point along the equalizer-bar. If the individual springs composing the pair are of the same capacity as the individual journal-box springs, then manifestly the location of theequalizer-bar springs becomes correspondingly altered.

The journal-box springs 14 are necessary only in case it is desirable to lighten the load upon the individual springs. In the modification illustrated in Fig. 4 these journal-box springs are omitted, and the entire load is carried on the equalizer-bar springs 11, which it will be observed are in this case disposed closer to the end axles than to the'center axle, the perfect equalization for inequalities of track being still maintained. The double spring system of Fig. 5 is of course applicable to the arrangement shown in Fig. 4 as well as to that shown in Fig. 1.

We claim as our invention* 1. In a railway-car truck, the combination, substantially asset forth, ofa pair of wheelbars each having three notches or yokes for journal-boxes, a journal-box mounted for vertical movement in each of said yokes, a pair of separated transoms arranged parallel with each other and rigidly uniting the two wheelbars, a truck center-bearing seat'and truck side-bearing seats directly carried by the rigid truck-frame, and means for equalizing the pressure exerted by the load 'uponsaid journal-boxes through the rigid truck-frame.

2. In a railway-car truck, the combination, substantially as set forth, of a pair of wheelbars each having three notches or yokes for journal-boxes, a journal-box mounted for ver- 7 each other and rigidly uniting the two wheelbars, a truck center-bearing seat and truck side-bearing seats directly carried by the rigid truck-frame, equalizer-bars engaging said journal-boxes, equalizer-bar springs acting between said equalizerbars and the rigid truck-frame, and springs interposed between the truck-frame and the journal-boxes of the end axles, all of the springs being so arranged as to equalize the pressure of load upon the several journal-boxes.

4L. In a railway-car truck, the combination, substantially as set forth, of a pair of wheelbars each having three notches or yokes for journal-boxes, a journal-box mounted for vertical movement in each of said yokes, a pair of separated transoms arranged parallel with each other and rigidly uniting the twowheelbars, a truck'center-bearing seat and truck side-bearing seats directly carried by the rigid truck-frame, equalizer-bars arranged in pairs straddling the wheel-bars and engaging the journal-boxes, and equalizer-bar springs engaging between the equalizer-bars and the rigid truck-frame.

' ALBERT K. MANSFIELD.

SAMUEL M.FELTON. Witnesses as to Mansfield:

ATTILIO PIATTI, PAUL J EAN FURNoR. lVitnesses as to Felton: W. G. LERCH, E. C. DEHNE. 

